Robotic vehicle systems for inspecting remote locations

ABSTRACT

Devices, systems, and methods for inspecting and objectively analyzing the condition of a roof are presented. A vehicle adapted for traversing and inspecting an irregular terrain includes a chassis having a bottom surface that defines a higher ground clearance at an intermediate location, thereby keeping the center of mass low when crossing roof peaks. In another embodiment, the drive tracks include a partially collapsible treads made of resilient foam. A system for inspecting a roof includes a lift system and a remote computer for analyzing data. Vehicles and systems may gather and analyze data, and generate revenue by providing data, analysis, and reports for a fee to interested parties.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of application Ser. No. 14/143,227,entitled “Roof Inspection Systems With Autonomous Guidance,” filed Dec.20, 2013, now pending, which is a continuation of application Ser. No.13/436,904, entitled “Roof Inspection Systems and Methods of Use,” whichissued as U.S. Pat. No. 8,651,206 B2, and which claims the benefit ofU.S. Provisional Application No. 61/516,219, entitled “Remote RoofInspection Apparatus and Method of Use,” filed Mar. 31, 2011. Eachapplication identified above is incorporated herein by reference in itsentirety in order to provide continuity of disclosure.

BACKGROUND

The following disclosure relates generally to roof inspection systemsand methods of using roof inspection systems.

The tasks of climbing onto and inspecting a roof, on foot, areinherently dangerous. Every year, thousands of people are injured orkilled in falls from a ladder or off a roof.

Roofs often include a variety of shapes, features and obstacles. Forexample, a roof may have multiple peaks and valleys, a high slope orpitch, and may include numerous obstacles such as chimneys, vents,skylights, rain gutters, power lines, roof-mounted equipment, naturaldebris, and other objects. In addition to the danger presented by thesefeatures, a roof inspector might not inspect areas of the roof that aredifficult or dangerous. Weather conditions can make the task moredangerous and/or delay the inspection. Walking on a roof can damage thesurface.

From roofing contractors to insurance company personnel, workers in avariety of endeavors must inspect a roof as part of their job duties andresponsibilities. Proper roof inspection techniques—especially safetyprecautions—require extensive training, physical endurance, and years ofpractice developing the necessary skills Climbing and working safely ona roof requires large ladders, ropes, safety harnesses, and often alarge truck to haul the equipment to the site. Providing a second personon site for assistance and safety adds cost to the process, withoutadding to the reliability of the final report.

The reliability of a roof inspection and analysis is limited by thesubjective experience and motives of the roof inspector, who is oftencalled upon to evaluate whether a roof should be repaired or replaced byan insurance provider. For example, a good roof inspector should be ableto recognize and distinguish hail damage (often covered by insurance)and minor heat blistering (not covered). Roof inspectors rely on theirexperience and knowledge of the causes of various kinds of roof damage,using subjective methods to make a damage assessment and arecommendation to the insurer. The reliability of the roof assessmentdepends on the education, training, and field experience of theparticular roof inspector who performed the work.

Subjective assessments are also of limited value because of the risk ofbias in the judgment of the roof inspector. Bias against the roof ownercan be present when the inspector works for an insurance company thathas a financial interest in denying a damage claim. Bias in favor of theroof owner can be present when the inspector works for a roofing companyor other interest that may profit from reporting that the roof should berepaired or replaced by the insurance company. The financial incentives,together with the inherently subjective nature of roof inspectors'opinions, have produced a climate of mistrust and suspicion.

Personal roof inspection is dangerous and unsatisfactory for at leastthe reasons described above. Aerial or satellite imaging of roofstructures often produces low quality images, the equipment is subjectto interference from cloud cover and trees, the cost is high, and itcould take days or weeks to receive a report. Efforts at developing aremote roof inspection device have been unsuccessful because theproblems of poor traction, poor durability, and inherent instability onsteep surfaces and when crossing roof peaks have not been solved.

SUMMARY

A vehicle adapted for traversing and inspecting an irregular terrain,according to various embodiments, comprises (1) a chassis supportedabove a terrain by a pair of substantially continuous tracks nearopposing left and right sides of the chassis, each of the tracks engagedwith at least one driven sprocket and at least one free sprocket,wherein the chassis has a front end and a rear end with a longitudinalaxis extending therebetween, and an upper deck and a generally opposingbottom surface, wherein the bottom surface defines a first clearancenear the ends and a second clearance along a substantially transverseaxis extending between the sides and located intermediate the ends,wherein the second clearance is substantially greater than the firstclearance when the chassis is positioned on a substantially planarsurface; (2) a motive system supported by the chassis and operative topropel the vehicle by engagement with one or more of the at least onedriven sprockets, the motive system comprising the pair of tracks and atleast one motor connected to and operative to propel the vehicle byengaging one or more of the at least one driven sprockets; (3) a powersystem supported by the chassis and providing energy to power thevehicle; (4) an imaging system supported by the chassis and comprising amain imaging assembly and a lens assembly; (5) a sensor system supportedby the chassis and comprising one or more positional sensors and aplurality of range sensors; and (6) a control system supported by thechassis and electrically connected to the motive system, the powersystem, the imaging system, and the sensor system, wherein the controlsystem comprises a guidance routine that, in cooperation with theimaging system and the sensor system, directs the motion of the vehiclein an autonomous mode across the terrain.

The guidance routine may include instructions to direct the vehicle: (a)to move forward from a starting location until the sensor systemindicates a hazard or boundary; (b) to turn the vehicle away from thehazard or boundary; and (c) to autonomously survey the terrain byrepeating steps (a) and (b) until the vehicle returns to an endinglocation near the starting location.

The imaging system may include a first camera and a second camera,wherein the main imaging assembly receives input from the first andsecond cameras and synchronizes the input to produce a stereographicimage. The lens assembly may be spaced apart from and above the chassis.

The motive system may include a partially collapsible tread attachedalong each of the tracks, wherein the partially collapsible tread andthe second clearance cooperate to substantially prevent overturning ofthe vehicle.

The control system may include a wireless router and a remote consolehaving a wireless transmitter in communication with the wireless router,wherein the remote console comprises a remote computer and userinterface controls for directing the motion of the vehicle in asemi-autonomous mode across the terrain.

According to various embodiments, a vehicle adapted for traversing andinspecting an irregular terrain, comprises: (1) a chassis comprising afore sub-chassis connected by one or more hinges to a rear sub-chassis,the chassis supported above a terrain by a pair of substantiallycontinuous tracks near opposing left and right sides of the chassis,each of the tracks engaged with at least one driven sprocket and atleast one free sprocket, wherein the fore sub-chassis has a front end,an first upper deck, and a generally opposing first bottom surface, thefirst bottom surface defining a first clearance near the front end, andwherein the one or more hinges lie along a substantially transverse axisextending between the left and right sides of the chassis and define asecond clearance, wherein the second clearance is substantially greaterthan the first clearance when the chassis is positioned on asubstantially planar surface; (2) a motive system supported by thechassis and operative to propel the vehicle by engagement with one ormore of the at least one driven sprockets, the motive system comprisingthe pair of tracks and at least one motor connected to and operative topropel the vehicle by engaging one or more of the at least one drivensprockets; (3) a power system supported by the chassis and providingenergy to power the vehicle; (4) an imaging system supported by thechassis and comprising a main imaging assembly and a lens assembly; (5)a sensor system supported by the chassis and comprising one or morepositional sensors and a plurality of range sensors; and (6) a controlsystem supported by the chassis and electrically connected to the motivesystem, the power system, the imaging system, and the sensor system,wherein the control system comprises a guidance routine that, incooperation with the imaging system and the sensor system, directs themotion of the vehicle in an autonomous mode across the terrain.

The chassis may include one or more limiters positioned to limit themotion of the fore sub-chassis relative to the rear sub-chassis.

The guidance routine may include instructions to direct the vehicle: (a)to move forward from a starting location until the sensor systemindicates a hazard or boundary; (b) to turn the vehicle away from thehazard or boundary; and (c) to autonomously survey the terrain byrepeating steps (a) and (b) until the vehicle returns to an endinglocation near the starting location.

The imaging system may include a first camera and a second camera,wherein the main imaging assembly receives input from the first andsecond cameras and synchronizes the input to produce a stereographicimage. The lens assembly may be spaced apart from and above the chassis.

The motive system may include a partially collapsible tread attachedalong each of the tracks, wherein the partially collapsible tread andthe one or more hinges cooperate to substantially prevent overturning ofthe vehicle.

The motive system may include a partially collapsible tread attachedalong each of the tracks, wherein the partially collapsible tread andthe second clearance cooperate to substantially prevent overturning ofthe vehicle.

The control system may include a wireless router and a remote consolehaving a wireless transmitter in communication with the wireless router,wherein the remote console comprises a remote computer and userinterface controls for directing the motion of the vehicle in asemi-autonomous mode across the terrain.

BRIEF DESCRIPTION OF THE DRAWING

Having thus described various embodiments in general terms, referencewill now be made to the accompanying drawings, which are not necessarilydrawn to scale, and wherein:

FIG. 1 is an illustration of a side view of a vehicle supported bytracks, according to particular embodiments.

FIG. 2 is an illustration of a side view of a vehicle supported bytracks, as shown in FIG. 1, with partially collapsible treads attachedto the tracks, according to particular embodiments.

FIG. 3 is an illustration of a side view of a vehicle supported bytracks and partially collapsible treads, as shown in FIG. 2, positionedon a flat surface.

FIG. 4 is an illustration of a side view of a vehicle supported bytracks and partially collapsible treads, as shown in FIG. 2, positionedon the peak of a roof.

FIG. 5 is an illustration of a plan view of a vehicle supported bytracks and partially collapsible treads, along with a remote console anda remote computer, according to particular embodiments.

FIG. 6 is a perspective illustration of a vehicle supported by tracks,according to particular embodiments.

FIG. 7 is a perspective illustration of a vehicle, according to a secondembodiment.

FIG. 8 is a perspective illustration of a vehicle, according to a thirdembodiment.

FIG. 9 is a perspective illustration of a vehicle, according to a fourthembodiment.

FIG. 10 is a perspective, partially exploded illustration of a liftsystem for a vehicle, according to particular embodiments.

FIG. 11 is a pair of perspective illustrations of a lift system for avehicle, according to an alternative embodiment.

FIG. 12 is a system hardware diagram, according to particularembodiments.

FIGS. 13 through 25 are flow charts describing various routines in asystem control program, according to particular embodiments.

DETAILED DESCRIPTION

The present systems and apparatuses and methods are understood morereadily by reference to the following detailed description, examples,drawing, and claims, and their previous and following descriptions.However, before the present devices, systems, and/or methods aredisclosed and described, it is to be understood that this invention isnot limited to the specific devices, systems, and/or methods disclosedunless otherwise specified, as such can, of course, vary. It is also tobe understood that the terminology used herein is for the purpose ofdescribing particular aspects only and is not intended to be limiting.

The following description is provided as an enabling teaching in itsbest, currently known embodiment. To this end, those skilled in therelevant art will recognize and appreciate that many changes can be madeto the various aspects described herein, while still obtaining thebeneficial results of the technology disclosed. It will also be apparentthat some of the desired benefits can be obtained by selecting some ofthe features while not utilizing others. Accordingly, those withordinary skill in the art will recognize that many modifications andadaptations are possible, and may even be desirable in certaincircumstances, and are a part of the invention described. Thus, thefollowing description is provided as illustrative of the principles ofthe invention and not in limitation thereof.

As used throughout, the singular forms “a,” “an” and “the” includeplural referents unless the context clearly dictates otherwise. Thus,for example, reference to “a” component can include two or more suchcomponents unless the context indicates otherwise. Also, the words“proximal” and “distal” are used to describe items or portions of itemsthat are situated closer to and away from, respectively, a user oroperator. Thus, for example, the tip or free end of a device may bereferred to as the distal end, whereas the generally opposing end orhandle may be referred to as the proximal end.

Ranges can be expressed herein as from “about” one particular value,and/or to “about” another particular value. When such a range isexpressed, another aspect includes from the one particular value and/orto the other particular value. Similarly, when values are expressed asapproximations, by use of the antecedent “about,” it will be understoodthat the particular value forms another aspect. It will be furtherunderstood that the endpoints of each of the ranges are significant bothin relation to the other endpoint, and independently of the otherendpoint.

As used herein, the terms “optional” or “optionally” mean that thesubsequently described event or circumstance may or may not occur, andthat the description includes instances where said event or circumstanceoccurs and instances where it does not.

Vehicle

According to a particular embodiment, a vehicle adapted for traversingand inspecting an irregular terrain, such as a roof, includes a chassis,a motive system, a power system, an imaging system, a sensor system, anda control system. Optionally, the vehicle may include an impressionsystem for taking and recording a physical impression or imprint of anarea of interest.

In one type of use, the vehicle may be placed on the roof of a buildingto traverse and inspect the condition of the roof. The control systemmay include an autonomous mode with a guidance program and/or a manualmode with a remote console with user interface controls for directingthe vehicle from a location remote from the roof.

Chassis

The chassis in particular embodiments is sized and shaped to traversesteep slopes and cross abrupt pitch changes such as roof peaks withoutdamaging or overturning the vehicle.

As shown in FIG. 1, a vehicle 100 according to a first embodimentincludes a chassis 112 supported by a pair of flexible, continuoustracks (left track 116L is shown) mounted on opposing left and rightsides of the chassis. Each track is engaged with at least one drivensprocket 114 and at least one free sprocket or idler 115. The chassis112 has opposing front and rear ends, an upper deck and a generallyopposing bottom surface. In various embodiments, the bottom surfacedefines a relatively low ground clearance. The low ground clearancehelps keep the vehicle's center of mass low (sometimes called the“center of gravity”), which helps prevent the vehicle from overturningwhen traversing irregular terrain. The center of mass, or barycenter,may be defined as the weighted average location of all the massparticles of a body.

The bottom surface defines a first clearance 110 near the front end, asshown in FIG. 1. The clearance may be similar near the rear end. Thebottom surface also defines a second clearance 120 at an intermediatelocation, which may or may not be near the center of mass, or near thelengthwise midpoint, of the chassis 112. The second clearance 120 may bedescribed as lying along an intermediate, substantially transverse axis121 (shown in FIG. 5) relative to the longitudinal axis of the chassis112. As shown, the second clearance 120 is substantially greater thanthe first clearance 110, where the clearances are measured relative to asubstantially planar surface 10. A perspective view of a vehicle 100 isillustrated in FIG. 6. As shown, the chassis 112 is supported by tracks116 and the second clearance 120 is located at an intermediate locationrelative to the front and rear ends of the chassis 112. As illustrated,the bottom surface of the chassis 112 has a fixed camber angle where thesecond clearance 120 is located.

In one exemplary embodiment, the vehicle is about 20.5 inches long, 15inches wide, and 5 inches high at the top of the chassis. The lensassembly 156 is positioned at a height of about 8 inches. The firstclearance 110 in this embodiment is 0.25 inches, and the secondclearance is 1.00 inch. Accordingly, in this embodiment, the secondclearance is about four times greater than the first clearance.

Several alternative embodiments of the chassis preserve the generalrelationship of the first clearance 100 to the second clearance 120. Forexample, a second embodiment of the vehicle 200 is illustrated in FIG.7. As shown, the chassis includes a fore sub-chassis 212A and a rearsub-chassis 212B connected by one or more hinges 220. The motion of thetwo sub-chassis 212A, 212B about the hinges 220 may be limited by one ormore limiters 230. The hinges 220, as shown, may lie along anintermediate, substantially transverse axis relative to the longitudinalaxis of the chassis. The second clearance 120 may be located at or nearthe hinges 220. In an alternative embodiment that is not limited to theparticular chassis configuration illustrated in FIG. 7, the vehicle mayalso include an attachment point for an auxiliary rope 190. The vehiclemay be used to maneuver the rope 190 around a supporting feature on theroof, such as a chimney. Once secure, the free end of the rope 190 maybe used to assist a person in climbing onto the roof and/or provide asafety precaution while a person is walking on the roof.

Another alternative embodiment of the chassis also preserves the generalrelationship of the first clearance 100 to the second clearance 120. Athird embodiment of the vehicle 300 is illustrated in FIG. 8. As shown,the chassis includes a first sub-chassis 312A and a second sub-chassis312B connected by one or more springs 320. The motion of the twosub-chassis 312A, 312B about the springs 320 may be limited by one ormore limiters (not shown). The springs 320, as shown, may lie along orparallel to the longitudinal axis of the chassis. The springs 320 mayallow both linear and rotational motion between the two sub-chassis inall three directions. The second clearance 120 may be located at or nearthe springs 320, as shown, where there is no bottom surface of anychassis element to limit the height of the second clearance.

A fourth embodiment of the vehicle 400 is illustrated in FIG. 9. Asshown, the chassis 412 is unitary, with no sub-chassis elements orapparent camber to the bottom surface. The vehicle 400 includes acounterweight 440 separated from the chassis 412 and attached to atether 420. In this alternative embodiment, the tracks may besubstantially rigid instead of flexible, and the tracks may or may notinclude a partially collapsible tread. The counterweight 440 providesstability in a variety of situation, including when the vehicle 400crosses a peak. In an alternative embodiment that is not limited to theparticular chassis configuration illustrated in FIG. 9, the vehicle mayalso include an impression system 500, which is described in greaterdetail below.

Power System

The vehicle in various embodiments includes a power system for providingenergy to all the onboard systems. The power system may include one ormore batteries, replaceable and/or rechargeable, and configured tocooperate with and deliver power to the various onboard systemsdescribed herein.

Motive System

The motive system in one embodiment includes a track system similar to amilitary tank or a tracked construction vehicle. As described brieflyabove and shown in FIG. 1, the chassis 112 is supported by a pair offlexible, continuous tracks 116 mounted on opposing sides of the chassis112. Each track 116 is engaged with at least one driven sprocket 114that, when rotated, imparts motion to the track 116 and to the vehicle100. The tracks 116L, 116R (left and right) may be made of elastomericmaterial such as rubber, for flexibility, adhesion and good traction.

As shown in FIG. 5, the motive system in one embodiment includes one ormore drive motors 130 connected to and engaged with one of the drivensprockets 114. In the embodiment illustrated in FIG. 5, there are fourdrive motors 130, each one engaged with a driven sprocket. Each track116L, 116R, may be driven independently by one or more motors.Independent motor control facilitates tight-radius turns and precisenavigation around obstacles.

As shown in FIG. 2, the motive system in one embodiment also includes apartially collapsible tread (left tread 118L is shown) that is attachedalong the length of each track (left track 116L is shown). The partiallycollapsible treads 118L, 118R are also illustrated in plan view in FIG.5.

Many who are unfamiliar with the field of roofing and roof inspectionsdo not realize that most roof surfaces are extremely abrasive. Forexample, a simple rubber wheel would quickly deteriorate and fall apartafter simply rolling across asphalt shingles a number of times. For sucha hostile surface, the partially collapsible treads 118L, 118R providebetter durability, flexibility, adhesion, and improved traction relativeto other types of treads. In one exemplary embodiment, the partiallycollapsible treads 118L, 118R are between 1 and 2 inches thick, and aremade of a cellular foam rubber material. In one embodiment, the treads118L, 118R include a selectively releasable adhesive layer on one side,to allow quick and easy replacement with new treads in the field,whenever necessary.

The treads 118L, 118R are partially collapsible, which means of coursethat the material will collapse or compress in response to a force, andthen expand when such a force is removed. For example, the left tread118L as shown in FIG. 2 is positioned lengthwise along the left track116L, and the vehicle 100 is not located on a surface of any kind. Theleft tread 118L is generally expanded, fully and relatively evenly,around the entire perimeter of the left track 116L. In FIG. 3, however,when the vehicle 100 is placed on a surface, the left tread 118Lpartially collapses against the surface in response to the weight of thevehicle 100.

In addition to providing better durability and improved traction, thetreads 118L, 118R cooperate with the relatively low ground clearances110, 120 (shown in FIG. 1) in order to keep the vehicle 100 stable whentraversing steep slopes, crossing abrupt pitch changes, or otherwisetraveling on irregular terrain. For example, as illustrated in FIG. 4,the vehicle 100 is crossing the peak 20 of a roof or other structure. Asshown, the peak 20 urges the flexible left track 116L—and the partiallycollapsible left tread 118L—toward the bottom surface of the chassis 112near the second clearance 120. Both the relatively high second clearance120 and the flexibility of the partially collapsible left tread 118Lhelp the vehicle 100 maintain a low center of mass relative to the peak20 during this maneuver. By keeping low relative to the peak 20, thevehicle 100 is less likely to overturn. Also, the partially collapsibleleft tread 118L remains generally expanded—and in contact with thesurface—on both sides of the peak 20. In this aspect, the expandabilityof the left tread 118L helps the vehicle 100 maintain good traction withthe surface during such a maneuver. By improving traction at the peak20, the vehicle 100 is less likely to overturn.

Imaging System

The imaging system 150 in particular embodiments may be configured toprovide still images and/or video, mono or stereo, transmitted inreal-time and/or recorded on accessible media for later retrieval andanalysis.

As shown schematically in FIG. 1, the imaging system 150 in oneembodiment includes a main imaging assembly 154, a lens assembly 156,and a wireless router 152. Unlike most imaging systems, the lensassembly 156 is separated from the main imaging assembly 154 and mountedabove the chassis 112 on a pole or other suitable structure. The lensassembly 156 is mounted relatively high in order to capture high-qualityimages of the roof surface. The main imaging assembly 154, whichcontains the heavier components and system elements, is mounted lower,on or near the chassis 112, in order to help keep the vehicle's centerof mass low. In this aspect, the separation of elements of the imagingsystem 150 helps the vehicle 100 maintain good traction when traversingsteep slopes or crossing the peak 20 of a roof, as illustrated in FIG.4.

The main imaging assembly 154 may be connected via a network cable to awireless router 152, which may be mounted to the chassis 112, as shownin FIG. 1. In this embodiment, the wireless router 152 is dedicated totransmitting the images or data from the vehicle 100 to a remotecomputer 185 (FIG. 5), where a user or operator may view a video streamof the captured images, in real-time, during an inspection.

The imaging system 150 may include its own onboard data storage and/orit may be connected to the other onboard systems where the images ordata can be stored for later use. In this aspect, the camera systemmakes a persistent visual record of the subject roof, thereby allowingpeople and companies with potentially competing interests theopportunity to review an objective record of the roof condition.

If the imaging system 150 includes a pair of cameras, the cameras willbe synchronized in order to produce accurate stereographic images.Stereographic images may also be created virtually, by using selectimages from a single camera. Use of stereographic imaging apparatus willfacilitate the later technical analysis of the images and should allowdetection of the size and shape of roof features, such as the dentscaused by hail. For example, hail makes a characteristically somewhathemispherical depression, while minor heat blistering produces a raisedarea like a bubble. Closed heat blisters make a bubble in the granulesof the shingle. Open heat blisters expose the underlying mat of theshingle.

The imaging system 150 may also include thermal or heat-sensing systemsfor detecting areas of trapped moisture, areas of heat loss (suggestingpoor insulation). Detecting the heat signature from a roof can produce,for example, a map of the relative heat loss taking place in differentareas of the roof.

Sensor System

The sensor system in particular embodiments may include positionalsensors 141 for location and navigation, and range sensors 140 forsensing various features on a roof, such as obstacles and roof edges.

The positional sensors 141 may include a digital compass for sensing thevehicle's position, orientation, and heading relative to the earth. Forexample, the vehicle may include onboard a Honeywell HMC5843 digitalcompass with three-axis magneto-sensitive sensors and anapplication-specific integrated chip with an interface for communicatingwith other systems.

The positional sensors 141 may also include a sensor for measuringpitch, roll, and yaw. For example, the vehicle may include onboard anInvenSense ITG-3200 integrated three-axis angular-rate sensors(gyroscopes) with digital output for communicating with other systems.

The positional sensors 141 may also include a GPS module for determiningthe vehicle's position relative to the satellites in the GlobalPositioning System. For example, the vehicle may include onboard aU-Blox LEA-5H GPS receiver module with a built-in antenna, a built-inFlash memory, and an interface for communicating with other systems.

The positional sensors 141 may also include one or moredistance-measuring sensors configured to precisely measure the distancetraveled by the vehicle. For example, the vehicle may include onboard anoptical shaft encoder 145 such as an incremental 1000-line shaftencoder, which senses the number of revolutions of a shaft (such as anaxle), which can then be converted into the linear distance traveled bythe vehicle. In FIG. 5, an optical shaft encoder 145 is shown,schematically, in position near a front axle of the vehicle 100.

The range sensors 140 may include any of a variety of suitable sensors,such as optical sensors, ultrasonic sensors, or radio-frequency sensors.For example, the vehicle may include onboard an ultrasonic range sensorsuch as the Parallax Ping ultrasonic distance detector that measuresdistances using sonar and interfaces with micro-controllers forcommunicating with other systems.

In one embodiment, the vehicle 100 is equipped with eight (8) ultrasonicrange sensors 140, positioned near the outboard edges of the vehicle 100and directed in all three axis directions (x, y, z) in order to sensethe surrounding environment in all three dimensions.

Control System

As shown in FIG. 12, the control system in various embodiments isconnected to essentially all the other onboard systems. The controlsystem in one embodiment includes a first microcontroller 161, a systemcontrol program 160, and a second microcontroller 162. The controlsystem may also include a remote console 180 with its own user interfacecontrols and a wireless transmitter. The control system, as shown inFIG. 12, is also connected to the imaging system 150 and its wirelessrouter 152, and to the sensor systems, including the range sensors 140and positional sensors 141.

The control system, generally, includes a guidance routine that causesthe vehicle to traverse the roof surface in a predetermined manner,using the onboard sensor systems to avoid collisions with obstacles andto avoid falling off the roof edges.

CPU2: In one embodiment, the second microcontroller 162 (called CPU2)may include a customized printed circuit board (PCB) that runs asoftware loop to execute the following tasks.

1. Take a distance reading from each of the ultrasonic range sensors140, in sequence, one after the other. A distance reading involvesissuing a stimulus pulse to the sonar being interrogated, then measuringthe width of the pulse that the sonar sends back. The width is directlycorrelated with the speed of sound and is used to calculate therepresentative distance of any obstacle, in any direction (i.e., aheador behind, left or right, above or below).

2. Store the distance data from each sensor 140 in onboard memory,resident in CPU2 162.

3. Take a pitch and roll reading from the digital gyroscope, which isone of the positional sensors 141 described above, and store the valuesin onboard memory. In this embodiment, the chip in CPU2 162 has its owncommunications protocol and command set for reading the values itreceives from any of the sensors 140, 141. The CPU2 162 communicateswith the chip via a connection called I2C-bus.

4. Take a compass heading reading from the magnetometer (digitalcompass), which is also one of the positional sensors 141 describedabove, and store the values in onboard memory.

5. Read the incoming signals from the remote control console 180. Invarious embodiments, the control system includes a remote console 180with its own user interface controls and a wireless transmitter forsending signals to the onboard control system. In one embodiment, CPU2162 includes or is in communication with a multi-channel receiverlocated onboard the vehicle, and paired with a remote transmitterpositioned in a remote control console 180. For example, the vehicle mayinclude onboard a Futaba R617FS 2.4 GHz FASST seven-channel receiver,paired with a Futaba 7C seven-channel transmitter positioned in theremote control console 180. In one embodiment, CPU2 162 is configured toread the incoming signals from the remote console 180 on each of severalreceiver channels, obtaining the current pulsewidth of the signal. Thepulsewidth of the signal varies according to the position of thechannel's associated joystick (gimbal) or switch position located on theremote console 180. In one embodiment, one of the onboard receiverssends a digital pulse several times a second, and has a pulsewidth ofabout 1.0 to 2.0 milliseconds. The signals from the remote console 180are received by CPU2 162 and processed using software and various timerson the CPU2 162.

6. Store the incoming pulsewidths from the remote console 180 in onboardmemory.

7. Interrogate the first microcontroller 161 (called CPU1) to determineif CPU1 161 has issued any instructions (e.g., right motor on, leftmotor off) and, if so, execute those instructions.

In a preferred embodiment, the onboard processing is distributed betweenCPU1 161 and CPU2 162 in order to facilitate the smooth and timelyoperation of the vehicle 100. For example, in one embodiment, CPU1 161is primarily dedicated to making decisions (using the system controlprogram 160, for example), whereas CPU2 162 is primarily dedicated togathering sensor data and remote control signals. Other existing roboticsystems that rely on a single onboard computer to both gather data andprocess instructions would be overwhelmed and “freeze” in response tothe myriad of slopes, obstacles, and edges that are typicallyencountered on a roof. The solution described herein includesdistributed processing between two processors, CPU1 161 and CPU2 162.

8. Interrogate the first microcontroller 161 (called CPU1) to determineif CPU1 161 has issued any request for data (e.g., get compass heading,get GPS location) and, if so, retrieve the requested data from the CPU2onboard memory and send the requested data to CPU1.

9. Return to task 1 above and repeat, in a continuous loop. CPU1: In oneembodiment, the first microcontroller 161 (CPU1) also runs a softwareloop to execute its own set of tasks.

1. Request from CPU2 the latest distance readings from each of theultrasonic range sensors 140.

2. Determine (calculate) if any of the distances represent an obstacleor a fall point (e.g., a hole or the edge of the roof) that should beavoided.

(a) If the vehicle is not moving, then no action is required, and nosignal needs to be sent to CPU2.

(b) If the vehicle is moving and is operating in autonomous mode (called‘auto-nay’), then evasive action is required, and CPU1 sends a signal toCPU2 to take evasive action by turning away from the hazard. After theCPU2 readings indicate no hazard, the CPU1 sends a signal to CPU2 tostop the evasive maneuver.

(c) If the vehicle is moving and is operating in manual mode (called‘manual-nav’), then evasive action is required, and CPU1 sends a signalto CPU2 to stop—forcing the vehicle to stop, even if the operatorholding the remote console is sending a contrary signal. This is calledthe emergency override condition. The vehicle remains stopped until theoperator throws an assigned switch on the remote console, telling CPU1to release control of the motors back to the operator (until anotherhazard is encountered).

3. Send a query to CPU2 to determine whether the operator has placed thevehicle in ‘atuo-nav’ or ‘manual-nav’ mode. This is accomplished byquerying the pulsewidths of the receiver channels associated with thededicated navigation mode switches on the remote console.

4. In autonomous mode (auto-nay), CPU1 may be configured to execute thefollowing navigation routine. (a) Send a signal to CPU2 withinstructions to activate one or more of the drive motors and moveforward, and slightly right, at a given speed. (b) Monitor the incomingdata from CPU2 from the range sensors 140, constantly evaluating whetheran obstacle or fall hazard is present. (c) If a hazard is detected onthe right side, then the control system assumes the vehicle has reacheda perimeter boundary. (d) Take a heading, pitch, and roll reading fromCPU2 and reset a distance counter to zero. (e) Begin a turn toward theleft in order to avoid the hazard ahead on the right; begin measuringpulses from the optical shaft encoder 145 (FIG. 5) and accumulate thecount in onboard memory. (f) After the vehicle has turned away from thehazard, begin moving forward, and slightly right, at a given speed untilanother hazard or boundary is encountered. (g) When a hazard is detectedin center-front or left-front, CPU1 instructs CPU2 to stop the vehicleand store all the data (heading, pitch, roll, and now distance) into amemory structure in an EEPROM chip located on the CPU board. Then, thevehicle is directed to execute a pivot turn, left, until the currenthazard is no longer detected. (h) Return to step (a) and repeat. Thiswill move the vehicle counter-clockwise around the surface of the roofuntil the operator pushes an assigned switch on the remote console thatinstructs CPU1 to stop the vehicle and store all the relevant data inthe onboard EEPROM chip (including, for example, the current GPScoordinates and the current GPS time and date). The data stored may alsoinclude information entered by the operator (e.g., job number, roofsection number) using the user interface on the remote console.

5. In manual mode (manual-nay), the operator holding the remote console180 is responsible for moving the vehicle about the roof surface. In oneembodiment, the remote console 180 is equipped with its own userinterface and input devices, such as one or more push buttons, switches,and joysticks (on gimbal mounts). For example, the remote console 180may include a Futaba 7C seven-channel transmitter that is paired with aFutaba R617FS 2.4 GHz FASST seven-channel receiver that is incommunication with CPU2. In one embodiment, gimbals on the remoteconsole 180 are used to send signals instructing one or more of thedrive motors to activate and move the vehicle in a desired direction.Any of the switches on the remote console may be assigned to aparticular task. For example, a switch can be assigned to tell CPU1 tobegin a new distance measurement, as described in step 4(d) above.Another switch can be assigned to tell CPU1 to store the distancemeasurement, as described in step 4(g) above. When the operator hasfinished traversing the roof, or a particular section, another switchtells CPU1 to store all the relevant data, as described in the finalstep, above.

6. While in manual-nay mode, the only automatic or autonomous feature ofthe vehicle and its onboard systems is the emergency override conditiondescribed in 2(b), above.

7. The operator does not need to measure any part of the roof. Thevehicle and its onboard systems may be configured to measure distancesas well as the roof pitch and the size and shape of various obstacles.The onboard imaging system may be used to record video and/or route alive video stream to a remote computer on the ground.

8. If and when measurement data has been stored, CPU1 161 may beconfigured to support a serial communications protocol by which a remotecomputer can be connected to the CPU board using a USB cable, and thestored data may be downloaded for analysis. In one embodiment, all thedata from each and every segment of the roof traversed by the vehiclemay be stored and downloaded. The data for each segment, for example,may include the compass heading, pitch, roll, time, date, and distancetraveled. This data may be combined into a virtual outline of the roof,showing the path traveled by the vehicle. Subsequent analysis of thecombined data may be used to calculate the total area, average pitch,and other characteristics of the surface.

FIGS. 13 through 25 are flow charts describing various routines in thesystem control program 160, according to particular embodiments.

FIG. 13 is a flow chart describing the system initialization, in oneembodiment. The term monitor refers to a remote computer 185 (shown inFIG. 5) which may be used to receive a streaming video feed from thevehicle. The system calibration steps may include a self-check by thesensors 140, 141, a connection to the GPS module, an initialdetermination of the vehicle's altitude, azimuth, and heading, aninitial record of the GPS location, and any other initializationprocedures required for any component. The strategy command, in oneembodiment, may include a command to migrate left or right, to cover aswath of a certain width, to proceed at a predetermined speed, and/orany other commands in accordance with parameters established by thesystem or its operators.

FIG. 14 is a flow chart describing the main control loop, in oneembodiment. The main control loop, as shown, includes the execution of anumber of distinct routines or procedures, as described in the otherfigures.

FIG. 15 is a flow chart describing a procedure called “initial squaringwith roof apex,” in one embodiment.

FIG. 16 is a flow chart describing a procedure called “roof bottom toapex traversal,” in one embodiment.

FIG. 17 is a flow chart describing a procedure called “roof apex tobottom traversal,” in one embodiment.

FIG. 18 is a flow chart describing a procedure called “forward travel,”in one embodiment. The step labeled “ultrasonics OK?” refers to theultrasonic range detectors. The answer to this query is yes if the rangedetectors sense a surface within an acceptable range (e.g., six inches).The loss of a return signal, or the detection of an “out of range”distance, indicates an imminent “falloff-edge” detected condition. If afalloff condition is imminent, the “evade falloff” step isaccomplished—which includes executing an evasive maneuver by “fading” ina direction opposite from the sensor. After fading, when the sensorsindicate a valid surface, the vehicle re-attains its original headingand orientation that was in effect prior to the evasive maneuver.

The step labeled “evade obstacle” is accomplished by fading in themigration direction, to accomplish a lateral move of X inches, where Xis a configured parameter. Following this lateral move, the vehiclere-attains its original heading and orientation that was in effect priorto the evasive maneuver.

FIG. 19 is a flow chart describing a procedure called “squaring withroof apex,” in one embodiment.

FIG. 20 is a flow chart describing a procedure called “squaring withroof bottom,” in one embodiment.

FIG. 21 is a flow chart describing a procedure called “lateral travel,”in one embodiment. The steps labeled “ultrasonics OK?” and “evadefalloff” and “evade obstacle” are accomplished in a similar manner asdescribed for FIG. 18.

FIG. 22 is a flow chart describing a procedure called “monitorinterrupt,” in one embodiment. The term monitor refers to a remotecomputer 185 (shown in FIG. 5) which may be used to receive a streamingvideo feed from the vehicle. The procedure describes how the systemwould re-start after an interruption of the signal (the video feed, forexample) to the remote computer 185.

FIG. 23 is a flow chart describing a procedure called “to-home,” in oneembodiment. The home base may be a panel or platform 178 such as the onedescribed and shown in FIG. 10, or it may be any other location.

FIG. 24 is a flow chart describing a procedure called “go-home forwardtravel,” in one embodiment. The steps labeled “ultrasonics OK?” and“evade falloff” and “evade obstacle” are accomplished in a similarmanner as described for FIG. 18.

FIG. 25 is a flow chart describing a procedure called “final hometravel,” in one embodiment. Again, the steps labeled “ultrasonics OK?”and “evade falloff” and “evade obstacle” are accomplished in a similarmanner as described for FIG. 18.

Impression System

In one embodiment, illustrated schematically in FIG. 9, the vehicle mayinclude an impression system 500 for obtaining an impression of asuspect area on the roof surface. For example, the imaging system maydetect a depression in a roof shingle that may be a hail strike or aheat blister. A roof inspector on foot might use paper and a charcoal orcrayon to make a rubbing of the depression. In this embodiment of thevehicle, the impression system 500 may include a supply of media (e.g.,paper or film), a positioner to place the media on the suspect area, acrayon, stamp or inked roller to impress the media onto the suspectarea, and a tray for storing the resulting impressions.

Inspection System

In another aspect, the vehicle described herein may be part of a roofinspection system. In one embodiment, the roof inspection systemincludes a vehicle, a lift system 170 for placing the vehicle on theroof, and a computer program for analysis of the data obtained duringthe inspection.

Lift System

In one embodiment of the lift system 170, the vehicle may be placed onthe roof manually by carrying it up a ladder and placing it on the roof.

In another embodiment, not illustrated, a pole with a hook or otherreleasable fastener at the end, for engagement with a mating element onthe vehicle, may be used to lift the vehicle up and onto the roof. Thepole may be fixed in length or adjustable.

In another embodiment, illustrated in FIG. 10, the lift system 170 mayinclude a ladder or ramp 172 having a high-traction surface 174 and/or aseries of panels 176 to allow the vehicle to drive up the ramp and ontothe roof. As shown, the ladder or ramp 172 may include telescopingsegments so that it is expandable and collapsible for easy transport andsetup. The ramp 172 may also be equipped with an angular indicator orlevel 177 so the operator can arrange the ramp 172 at or near thesuggested angle for use. The high-traction surface or “mat” 174 may bestowed temporarily on a roller, as shown. If rungs are present on theladder or ramp 172, then the mat 174 may be extended atop the rungs andthe vehicle may have sufficient traction to travel up the mat 174 andonto the roof. In an alternative arrangement, a series of panels 176 maybe sized and shaped to fit the sections of the ramp 172. The panels 176may be releasable attached to the ramp 172. As shown, the lift system170 may also include a flexible platform 178 that, when in place,extends from the top of the ladder or ramp 172 onto the roof surface. Inthis aspect, the platform 178 may operate as a base or home location forthe vehicle.

In another embodiment, illustrated in FIG. 11, the lift system 170 mayinclude a ladder or ramp 172 and a hoist assembly. The hoist assembly,as shown, may include a platform 178 for holding the vehicle on awheeled carriage 175, which is attached to a cable and pulley system forlifting the carriage 175, either manually or with a motor, up the ramp172 and onto the roof. As shown, the ladder or ramp 172 may includehinged segments so that it can be folded for easy transport and setup.The ramp 172 may also be equipped with an angular indicator or level(not shown) so the operator can arrange the ramp 172 at or near thesuggested angle for safe and proper use. The lift system 170 may alsoinclude a flexible platform at the top of the ramp 172 (not shown)which, when in place, extends from the top of the ramp 172 onto the roofsurface of the roof and operates as a base or home location for thevehicle.

Remote Analysis

In one embodiment, the system may include a computer program foranalyzing the images obtained using, for example, digital image analysissoftware or other three-dimensional imaging techniques. In oneembodiment, digital image analysis software may be used to discern theexistence, nature, density and severity of roof damage in particularareas of interest in the digital image record gathered by the vehicle.

As described briefly above in the discussion of the onboard controlsystem, all the data from each and every segment of the roof traversedby the vehicle may be stored and downloaded for later analysis. Forexample, data such as the compass heading, pitch, roll, time, date, anddistance traveled may be used to make a virtual model of the roof. Fromsuch a virtual model, information such as total area, roof pitch atspecific locations, and the location of particular topographiccharacteristics or flaws (damage) may be quantified.

The computer program, in one embodiment, may include algorithmsparticularly designed to analyze a specific area in order to determinewhether a particular feature or flaw represents damage (from hail, forexample) or instead represents normal wear. In this aspect, the vehicleand its systems may be used to both provide an objective record of theroof condition and an objective analysis of the features observed.

Business Model

In another aspect, the vehicle and related systems described herein maybe used to inspect a roof and provide reports and recommendations thatare based on the objective evidence obtained by the vehicle, instead ofthe subjective opinion of a particular roof inspector.

The vehicle and its related systems make a persistent visual record ofthe subject roof, thereby allowing people and companies with potentiallycompeting interests the opportunity to review an objective record of theroof condition.

In one embodiment, the method may include the steps of positioning aninspection vehicle onto a roof, navigating and inspecting a selectportion of the roof, obtaining images of the roof. The method mayinclude the further steps of analyzing the images, analyzing thephysical data obtained, producing a report, making recommendations, andin certain embodiments making an insurance claim evaluation and decisionbased on policy criteria and limitations. The method may also includecollecting revenue in exchange for the images, the data, the report, orany other information gathered during the inspection process.

In another embodiment, the method may also include the step of leasingthe inspection vehicle to a person or enterprise engaged in roofinspections.

CONCLUSION

Although the vehicles, systems, and methods are described herein in thecontext of inspecting a roof, the technology disclosed herein is alsouseful and applicable in other contexts. Moreover, although severalembodiments have been described herein, those of ordinary skill in art,with the benefit of the teachings of this disclosure, will understandand comprehend many other embodiments and modifications for thistechnology. The invention therefore is not limited to the specificembodiments disclosed or discussed herein, and that may otherembodiments and modifications are intended to be included within thescope of the appended claims. Moreover, although specific terms areoccasionally used herein, as well as in the claims or concepts thatfollow, such terms are used in a generic and descriptive sense only, andshould not be construed as limiting the described invention or theclaims that follow.

We claim:
 1. A vehicle comprising: a chassis supported above a terrainby a pair of substantially continuous tracks near opposing left andright sides of said chassis, each of said tracks engaged with at leastone driven sprocket and at least one free sprocket, wherein said chassishas a front end and a rear end with a longitudinal axis extendingtherebetween, and an upper deck and a generally opposing bottom surface,wherein said bottom surface defines a first clearance near said ends anda second clearance along a substantially transverse axis extendingbetween said sides and located intermediate said ends; a motive systemsupported by said chassis and operative to propel said vehicle, whereinsaid motive system comprises said pair of tracks, at least one motorconnected to and operative to propel said vehicle by engaging one ormore of said at least one driven sprockets, and a partially collapsibletread attached along each of said pair of tracks, wherein said partiallycollapsible tread and said second clearance cooperate to substantiallyprevent overturning of said vehicle; a power system supported by saidchassis and providing energy to power said vehicle; an imaging systemsupported by said chassis and comprising a video control system, a videocamera lens assembly spaced apart from and above said chassis, and awireless router for transmitting video to a remote console; a sensorsystem supported by said chassis and comprising one or more positionalsensors and a plurality of range sensors; and a control system supportedby said chassis and electrically connected to said motive system, saidpower system, said imaging system, and said sensor system, wherein saidcontrol system comprises one or more microcontrollers dedicated tomonitoring said sensor system, processing said video, activating saidmotive system, and receiving signals from said remote console, whereinsaid remote console comprises user interface controls and a wirelesstransmitter.
 2. The vehicle of claim 1, wherein said control systemfurther comprises a guidance routine that, in cooperation with saidimaging system and said sensor system, directs the motion of saidvehicle in an autonomous mode across said terrain, and wherein saidguidance routine comprises instructions to direct said vehicle: (a) tomove forward from a starting location until said sensor system indicatesa hazard or boundary; (b) to turn said vehicle away from said hazard orboundary; and (c) to autonomously survey said terrain by repeating steps(a) and (b) until said vehicle returns to an ending location near saidstarting location.
 3. The vehicle of claim 1, wherein said secondclearance is substantially greater than said first clearance when saidchassis is positioned on a substantially planar surface.
 4. The vehicleof claim 1, wherein said user interface controls comprise one or moredevices selected from the group consisting of a push button, a switch,and a joystick.
 5. The vehicle of claim 1, wherein said imaging systemfurther comprises a data storage system for storing said video.
 6. Thevehicle of claim 1, wherein said motive system further comprises aselectively releasable adhesive layer between said partially collapsibletread and each of said tracks.
 7. The vehicle of claim 1, wherein saidone or more positional sensors comprises one or more of a compass, athree-axis gyroscope, a GPS module, and a shaft encoder.
 8. The vehicleof claim 1, wherein said plurality of range sensors comprises aplurality of ultrasonic range detectors.